Thanks galaxy, I was thinking that myself. Putting in MTOW into the laptop to see a max V1 speed for the runway conditions - just really so that you have a mental idea of what you have remaining in terms of your balanced field speed reduction from a V1 stop situation. For instance at a light weight, v1 = 116, and the same at MTOW would be for example V1 = 149, but would you really want to delay VR to 149 in a ferry flight!
I am not advocating anything here, more that I want to know what margins we have been given when presented with a V1. I wonder if operators do not make this kind of data available in an easy format so that the stop/go decision is clear cut - rather than make it a 'greyer' area at lower weights as people could have 2 values to consider.
Interesting quote from that 'Pilot Guide to Takeoff Safety':
"By far, the most likely takeoff scenario for the
line pilot is the case where the actual airplane
weight is less than any limit weight, especially
the Field Length Limit Weight. It also is possibly
the most easily misunderstood area of takeoff
performance since the fact that the airplane is
not at a limit weight is about all the flight crew
can determine from the data usually available on
the flight deck. Currently, few operators provide
any information that will let the crew determine
how much excess runway is available; what it
means in terms of the V1 speed they are using;
or how to best maximize the potential safety
margins represented by the excess runway."
And another one w.r.t. tyre failure:
"McDonnell Douglas Corporation,
in an All Operator Letter4, has addressed this
dilemma by recommending a policy of not
rejecting a takeoff for a suspected tire failure
at speeds above V1−20 knots."
Is this out of date or used in any other type/fleet?